Power control for engines



Now. 17, 1942. 7 GE. HOWARD POWER CONTROL FOR mamas;

Filed Au 4, 1941' 2 sneetssne t 1 Nov. 17, 1942. G. E. HOWARD POWER CONTROL FOR ENGINES Fiied Aug.. 4, 1941 2 Sheets-Sheet 2 1y wind resistance.

Patented Nov. 17, 1942 UNITED STATES PATENT OFFICE POWER CONTROL FOR ENGINES George E. Howard, Butler, Pa.

Application August 4, 1941, Serial No. 405,306

(Cl. ISO-82.1)

Claims.

the engine and consequently the vehicle will maintain a desired speed under changes in load conditions such as those above referred to.

The two main variables of the load or work imposed on/ an automobile engine. are the road grades and-wind pressures. The problem of adjusting the fuel supply to an automobile engine so as to maintain a uniform rate of speed at s y 40 or 50 miles per hour would be simple if all roads were level and there were no greater air 4 resistance than that resulting from travel of the car in a still atmosphere. Obviously on upgrades and running against the wind, more power is rev quired from the engine to maintain the vehicle at a desired speed, and conversely, less power is required when descending grades or in'still air, or in a direction with the wind.

With respect to the matter of the required increase in fuel as greater load conditions are required, the following figures are based on the operation of a typical well-known automobile. At speeds of between 45 and 50 miles per hour, the order of these resistances is approximately as follows: at still air, there may be a variation of from to 18 load horse power, which is most- Accelerating or decelerating at the rate of one mile per hour for 200 feet of travel amounts to approximately 5 horse power. Elevational or upgrade horse power, however, varies from an increase of 4 horse power required on a one per cent grade at approximately miles per hour to 55 additional horse power required on a 12 per cent grade at 50 M. P. H.

As the ascent or descent of a car on grades presents the greatest variation in horse power required to maintain speed, this furnishes the principal basis for a load-finding device which, with a speed control device, constitutes the best known means for maintaining an even speed with the least fluctuation or variation. However, I herein show and describe means responsive also to conditions of air resistance for afiecting the rate of fuel supply. In' one example, the head wind, for instance, will operate against adia- -phragm or piston that has operative connection with the fuel valve. In the other instance, a device movable through changes in the torque of power transmission to the traction wheels has operative connection with the fuel valve to increase or decrease the rate of fuel, in accordance with changes in grades and wind resistance. This torque-operated device will also be brought into action to move the valve when the vehicle moves from a smooth road surface to a rough roadway, and vice versa. A rough surface, of course, requires more power than a smooth road surface.

While usually the loacl-responsive elements referred to will be sufiicient to automatically regulate the fuel required for maintaining a desired engine speed under changing load conditions, occasionally a condition will arise where these regulating devices will not prevent overspeeding of the engine, and to this end I have provided speed-responsive devices that operate in direct relation to engine speed, for restricting the rate of fuel supply when the engine speed becomes too great.

The pendulum weight, wind resistance acting on the diaphragm and the torque device do not directly control engine power. They do control fuel input. Power is dependent on the efficiency of conversion of this fuel into work. That varies, as for example, 8 cylinders may be filled with the proper amount of mixture to maintain power to balance load resistance, but a spariaplug missing in one cylinder would result in only seven-eighths of the full power. As the load depends somewhat upon the road surface, a rough surface and a smooth surface would vary the load and cause change of speed with the weight device at a given position. There are load-responsive devices which would approximate the loads, but the speed would vary too much for satisfactory control. Therefore I employ the speed-responsive device in cooperation with the load change elements. v

As shown in the accompanying drawings, Figure 1 shows a means for automatically varying the rate of fuel supply directly in accordance with changes in road grade and wind resistance; Fig. 2 shows a modification of the structure of Fig. '1, and Fi 3 shows a further arrangement responsive to changes in load conditions such as differences in road grade and wind resistance, particularly with respect to differences in drivingtorque that result from such changes.

In Fig. 1 I show means for supplying fuel to an engine, comprising a carburetor 5 and an intake passage 6 leading to the intake manifold of an engine (not shown). A valve block I is incorporated in the fuel line 6 at a point between the carburetor and the intake manifold and con-.

tains a butterfly valve 8 of conventional form. A hub 9 is mounted on a projecting end of the shaft I that carries the valve 8 and has two sets of segmental gear teeth II and I2, formed on large and small radii respectively. A second shaft I3 is supported in the walls of the passage and carries a hub I l on which are formed gear teeth I that mesh with the gear teeth H, and gear teeth 16 that will mesh with the gear teeth l2, so that as the hub it is oscillated as hereinafter explained, such oscillations will be transmitted to the valve 8 to effect opening and closing movements thereof.

A pendulum-like weight H is rigidly connected with the hub'ld so that when 'the weight swings under action of gravity, the valve 8 will be rocked. Assuming the vehicle to be traveling downgrade, in the direction indicated by the arrow iii, the weight will swing toward the position shown on the drawings, wherein its center of gravity is forwardly of a verticalline drawn through the axes of shafts I0 and [3. Therefore, the valve 8 will have been moved toward its closed position with consequent reduction in rate of fuel supply. Conversely in ascending a. hill the weight I 1 will swing in a clockwise direction, thus opening the valve to admit the increased fuel required for this heavier load. Since, when the throttle valve 0 is adjacent to its closed position a smaller angularity of movement thereof is required to produce a given change in rate of fuel supply, and a much greater angular movement is required in order to eifect such given change in fuel when the valve is adjacent to its full open position, I provide the segmental gear I5 of small radius and the segmental gear ll of relatively large radius, so that there will not be too great movement of valve in a range adjacent to its closed position, relative to the distance which the weight ll moves. So that the valve will have greater angular movement relative to the weight IT, in a range adjacent to its full open position, I provide the segmental gear teeth 16 of large radius relative the radius of the gear teeth i 2, the gear teeth l6 and I2 coming into mesh with one another when the gear'teeth I5 pass out of engagement with the gear teeth I I.

A dash-pot 20 is provided for damping the through the scoop 34 to the diaphragm, thus exerting a force that tends to move the weight H in a direction to effect an opening movement of the valve 8, to thereby provide the required increase in fuel supply for maintaining vehicle speed. There is a breathing opening 35 in the rear part of the casing 32. Moving at 50 miles per hour, in calm air, there will be a pressure of about 12.25 lbs. per square foot of diaphragm area. With a tail wind, the pressure on the diaphrag will be low and, of course, less power will be needed.

Various forms of speed governors can be employed in connection with the weight and the diaphragm, to operate in a manner similar to the combined suction and speed-operated governor shown in my Patent 2,224,600. However, in the present instance, I have shown a centrifugal governor 38 that is responsive purely to changes in engine speed, without regard to changes in load, the governor serving to prevent overspeeding of the engine when conditions are such that the load-operated elements are not fully effective to limit the engine speed to the desired rate.

The centrifugal governor is driven from the crank shaft or some other suitable source of power through a pulley 40 mounted on a shaft 4| that is journaled in suitable bearings. A weight-anchoring element 42 is adjustable on the shaft for varying the expansive force of the spring 43, which, at its other end, seats against a yoke 44 that is slidably mounted on the shaft. The yoke has hooked engagement with a collar 45 in which the shaft 4| rotates. The collar 45 is rigidly connected to an arm 46 carried by the slide bar 28, so that when the engine is tummovements of the weight ll. The dash-pot contains a perforated piston 2| connected through a link 22 with a crank arm 23 that is rigidly connected with the weight H. A body 24 of oil or other suitable fluid is provided in the dashpot and will move through the orifice 25 in the piston to permit the weight I! to move through changes in road grade, but excessive vibrations thereof will be prevented.

A link 21 has pivotal connection with the weight I1 and with a slide bar 28 that is slidably supported in bearings 29. An angularly bent bar 3| has connection with the link 21 and the slide bar 28 and extends through a diaphragm casing 32. The bar 3| is slidably supported in the walls of the casing 32 and has connection with a diaphragm 33, so that when the diaphragm is moved, the bar 3| and the weight I! will likewise be moved.

A forwardly-projecting air scoop 34 extends into the casing so that when the car is traveling against the wind or at ahigh rate of speed in calm air, air pressure will be transmitted ing at a speed suiiiciently rapid to eifect expansion of the governor weights, the bar 28 will be slid to the right, thus turning the segmental gears in adirection to move the valve 8 toward closed position. When the engine falls below the governed rate of speed, the spring 43 will expand to efiect opening movement of the valve 8.

This is similar to the arrangement shown in Fig. 6 of my Patent 2,138,100, and functionally the weight I1 will operate much in the manner of the vacuum cylinder 56 to cooperate with the speed governor. It is quite obvious that other suitable linkages through combinations shown in the above-named patent can be used in much the same manner as the combination shown on the other figures 01' this patent.

While the governing apparatus above described can be employed to operate only a governed valve, and a separately-operated manually-controlled valve can be provided, operated from a foot pedal, as in my Patent 2,138,100, I have here shown the valve 8 serving both as a govemor-operated and a manually-controlled valve operated from a foot pedal.

The manual control means comprises a pull rod 50 slidably supported in suitable bearings and having connection with a lever 5| mounted on a fixed pivot 52 and having connection with a link 53 that is also connected to the pedal 5|. A tension spring 55 is provided of sufficient strength to hold the valve 8 open against the expansive force of the spring 43, when the pedal is released. At its forward end, the rod has an arm 58 which cooperates with studs 51 and 58 on the slide bar 28 at certain positions of the pedal 54. when the pedal 54 is depressed, the bar 50 will be pulled rearwardly, carrying with it the arm 56 and permitting the valve 8 to be opened under the expansive force of the spring 4!. Complete depression of the pedal will bring the arm 58 into engagement with the stud 58, to positively hold the valve 8 open, when full power is desired free of the governing mechanism.

When it is desired to set-the parts so that there will be full automatic control of speed under various changes of load (wind resistance and grade), the pedal will be latched at a partially depressed position, with its arm 50 intermediate the studs 51 and 50, at which position the weight and wind-responsive elements will be free to function. To this end I provide a spring latch 60M,

securedto the footboard 6i and having a pedal- I retaining pawl 62 that will snap over the top of the pedal when the pedal is partially depressed,

at which time the car will be driven automatically. Release of the pedal for foot control operation will be effected by the operator pushing the spring latch with his toe, to release the pedal.

In Fig. 2 I show a weight-operated governing device which functions upon changes in road grade, to vary the amount of fuel supplied through the intake passageway that leads from the carburetor to the intake manifold of the engine. This apparatus includes means for conveniently adjusting the relative angularity of the valve and the pendulum weight in order to compensate for difierences in quantity of the fuel and change in other conditions such as when encountering a head wind or a tail wind that renders a particular adjustment of the valve unsuitable for maintaining the desired speed at a changed load condition. In this instance I have shown only a single valve in the fuel supply line, but it will be understood that a separate manually-controlled valve may be provided if desired as in my Patent 2,138,100, or that a throttle pedal maybe connected to this single valve as in the case of my Patent 2,224,600, or as in Fig. 1 hereof.

The fuel intake passageway is indicated by the by turning the shaft I0 to open the valve the proper distance, when the weight is at exactly its mid position, with its center of gravity directly beneath the axis of the shaft 61.

If now, with the vehicle traveling in the direction indicated by the arrow 03, an upgrade is encountered, the weight will swing in a counterclockwise direction, tending to move the roller I5 in a direction toward the yoke, and the valve 66 will be moved toward the position B, until eventually the roller I4 will engage the yoke arm.

Added power will thus. be supplied in accordance clockwise direction, thus restricting the fuel sup- P y. until the valve perhaps reaches the position C. The center line through the center of gravity of the weight at this time is approximately F.

numeral 65 and the valve by the numeral t6.

{The valve is secured to a shaft 61 that also has a worm gear wheel 08 keyed thereto. The gear wheel 68 meshes with a worm 69 whose shaft 10 is journaled in the arms of a yoke II, so that when the. shaft I0 is turned, the angularity of the valve relative to the yoke II will be changed.

A wing I2 is secured to the member 05 and has its lower end loosely overlying the upper portion of the yoke II, to serve as a guide and retaining member for the yoke during movements thereof. A strap 13 extends beneath the shaft 61 and has its ends fastened to the yoke, to assist in maintaining the yoke in position.

The longer leg of the yoke has camming surfaces that are engaged by rollers I4, I5 and I6, which are mounted on an upwardly-projecting member II that is pivotally supported on a stud 190 which is'carried by the pipe 65. A tension spring I9 maintains the yoke in engagement with the rollers. The member II has a depending arm SI formed unitarily therewith. The weight I8 is pivoted on the stud I90. and when the weight rocks through changes in road grade, the arm 9| and hence the valve 66 will also be rocked. Threaded stops BI and 82 are provided for adjustably limiting the range of swinging movements of the weight relative to the arm 8!.

Usually the valve 68, when at about the position marked A, will permit fuel flow in sum- The opposite extreme position of the weight is indicated generally by the letter E.

The positioning of the rollers I4, 15' and I6 and the arrangement of the camming surfaces on the yoke 'II are such that there will be less angular movement of the valve 86 relative to the range of movement of the weight when the valve I nearsits closed position than when the valve is more widely open, since, as heretofore explained, a butterfly valve will permit a greater difference in flow of fluid for a given angle of movement when near its closed position than it will for a similar angle ofmovement in a range nearer to its wide open position.

Adjustment of the valve relative to the weight,

to accommodate the governor to changes in fuel and load conditions as above referred to, may conveniently be effected by the driver by means of a shaft 8d that extends through the dashboard 85 of the vehicle, and has a knob 86. At its forward end, the shaft has a friction disc 81 for cooperation with a friction disc 88 that is, carried by the shaft I0. When the shaft-84 is pushed inwardly against the compression spring 89, the disc 8'I will be brought into driving engagement with the disc 88, so that. upon turning of the knob 86 the worm will be turned to change the position of the valve 66 relative to the weight I8.

Changes in effectiveness of the weight I8 would sometimes be desirable in order to compensate for load changes such as those arising through differences between head winds and tail winds.-

To this end I provide an arm 9| that constitutes an extension of the member 11 and hence is loosely supported on the pin 19a. The arm 9| carries an armature core 92 and will ordinarily be held by a spring 93 against an adjustable stop 95, an adjustable stop 94 being provided to limit a movement of the arm in the opposite direction.

cient volume to move 'the'vehicle at a desired A magnet coil 95 is mounted on the weight I8 and is energized from a battery 01, the circuit being through a conductor wire 98, a conductor arm 99, a conductor wire I00 and a ground wire IN. A switch I02 is provided in the circuit and is operated to close the circuit and energize the coil 96 when the engine speed exceeds a predetermined rate. The switch I02 may be closed by a solenoid which is energized by a generator as in the case of my Patent 2,224,600, or operated by a centrifugal governor. The circuit may also be through a rheostat on the dash-board, to provide for adjustments, as inmy said patent. The purpose of the magnet 96 is to shift the angular posi tion of the weight I8 relative to the throttle valve 58, when the engine speed exceeds the governed rate, so that the valve will be moved to a more nearly closed position than that which it would normally occupy at a given road grade.

-. Thus, when the magnet coil 96 is energized at high engine speed, the arm 9| will be swung clockwise, relative to the weight, thereby causing the valve 66 to be pulled further toward clo:ed position. 1

Referring now to Fig. 3, I show another form of apparatus for automatically changing the rate of fuel supply in accordance with load requirements. In this device, the fuel regulator, instead of being operated directly by a weight element movable in response to changes in grade, or wind resistance, is actuated indirectly through changes in load conditions as manifested by changes in torque that result from variations in load imposed upon the engine.

The apparatus is shown as incorporated with the engine crank shaft I05 (represented only i'ragmentarily, for purpose of clearness) which has yieldable connection with a shaft I06 that extends into the usual starter and clutch housing I01. The shaft section I06 has a disc I08 formed on its end and the shaft I05 carries a disc I09. The discs are provided with studs connected by tension springs H0. The springs are of suflicient strength to transmit the full power of the engine from the shaft I to the shaft I06, but will yield to an extent dependent upon the load, so that there will at times be some rotatlve or angular movement of the discs I08 and I09 relative to one another. The disc I08 carries a stud III that lies within the forked end of a bell crank lever II 2, which is pivotally connected at II8 to the disc I09, so that when there is some slight relative rotative movement of the discs, the lever II2 will be rocked.

A sleeve us has 'splined connection with the shaft I05, so that it will rotate therewith, but is freely slidable thereon. This sleeve has a pair of annular flanges II5 formed thereon, between which projects a pin .I I6 that is carried by one arm of the bell crank lever II2. It will be seen that as the lever H2 is rocked, the sleeve will be reciprocated longitudinally of the shaft I05. The sleeve also carries a pair of flanges Ill between which extends a stud II8 that is carried by a bell crank lever I I9, which is mounted upon a fixed pivot pin I20.

The horizontal leg I 2| of the bell crank lever H9 is connected to a link I22 that in turn is connected to a lever I23. The opposite end of the lever I23 is connected with a link I24 whose upper end is pivotally connected to a'crank arm I25 that is secured to a shaft I28 which carries a throttle valve I21. I

lhe lever I23 at its mid point is pivotally connected with a collar I28 that is slidable on a governor shaft I20 which is supported at its upper and lower ends in bearings I80 and I3I.

The collar I28 has rotatable connection with a spider I32 which carries the usual link elements for supporting centrifugal governor weights I83. Those governor weights have link connection also with aspider I34 that is adjustably and rigidly connected at I35 to the shaft I29. The usual expansive spring I38 is interposed between the spiders I32 and I34 to yieldably hold the govei nor weights in collapsed position. The governor shaft carries a bevel gear wheel I38 which is driven by a bevel gear wheel I39 that is carried on a shaft I40 supported in suitable bearings as at MI. The shaft I40 carries apulle'y I42 which will be driven from the crank shaft I05, so that the centrifugal governor will operate in rela-- tion to engine speed.

It will be understood that the centrifugal sovemor serves to limit the engine speed without direct relation to changes in load, since when the engine exceeds the governed speed as determined by the setting of the element I 35, the weights I33 will expand, pulling downwardly the collar I28 against the expansive force of the spring I36 and rocking the lever I23 about its pivot point I43, the upper end of the link I22 swinging in a clockwise direction to permitof this movement.v This downward movement of the lever I23 pulls the link I24 downwardly and rocks the shaft I26 in a direction to close the valve I21, thus causing a reduction in engine speed.

The torque-responsive mechanism heretofore referred to is provided for moving the throttle valve I 21 independently of or supplementarily ofthe speed governor. For example, the engine may be running at a desired rate of speed. but there may occur a change of load as through change in road grade or wind resistance, so that prompt adjustment of the fuel supply is required in order to avoid any marked change in speed. If, for example, the vehicle is moving along a highway and encounters an upgrade, a greater load will be imposed, which will cause lag of the shaft I06 and its disc I08 relative to the disc I09, so that the lever II2 will be rocked to shift the sleeve II4.

Assuming that the engine shaft I05 and its disc I09 rotate in the direction indicated by the arrow I45, the lag or displacement of the disc I08 will be in the direction of arrow I48, so that the lever' I I2 will be rocked in a counterclockwise direction to shift the sleeve II4 to the right. This movement of the sleeve will rock the bell crank lever II9 about its pivot I20, thus pulling down the link I22 to rock the lever I23 in a clockwise direction to impose a valve opening thrust movement on the link I24, thereby providing additional power to meet the increased load. Similarly, upon reduction in the load imposed on the shaft I08, and hence reduction in tension on the springs I I0, the springs will contract somewhat to move the disc I08 in a direction opposite to that of the arrow I40, thus causing rocking movement of the levers I I2 and Ill in a clockwise direction, and rocking the lever I23 in a counter-clockwise direction, to move the valve I2'| toward closed position, thereby effecting a reduction of fuel Supp y in accordance with the decreased load.

I claim as my invention:

l. A governor for controlling the rate of motive fuel supply through an intake passageway to the engine of an automobile or the like, comprising a throttle valve in the passageway, means responsive to changes in load that result from variations in road grades and atmospheric resistance, for moving the valve to control the rate of fuel supply, and a device respon-- sive to engine speeds above a predetermined rate, for additionally moving the said valve.

2. A governor for controlling the rate of motive fuel supply through an intake passageway to the engine of an automobile or the like, comprising a throttle valve in the passageway, a weight shiftable under gravitational force, through changes in road grade, and having operative connection with said valve to move the same, and means responsive to changes in atmospheric resistance, for varying the eflectiveness of said weight.

3. A governor for controlling the rate of motive fuel supply through an intake passageway to the engine of an automobile or the like, comprising a throttle valve in the passageway, a weight shiftable under gravitational force, through changes in road grade, and a device responsive to engine speeds above a predetermined rate, for varying the effectiveness of said weight.

4. A governor for controlling the rate of motive fuel supply through an intake passageway to the engine of an automobile or the like, com: prising a throttle valve in the passageway, a weight shiftable under gravitational force, through changes in road grade, an operative connection between the valve and the weight, of such form that the valve will be moved a greater distance during one range of angular movement by the weight than during another range of angular movement, means responsive to changes in atmospheric resistance, for varying the effectiveness of said weight, and a device responsive to engine speeds above a predetermined rate, for varying the eflectiveness of said weight.

5. A governor for controlling the rate of motive fuel supply through an intake passageway to the engine, of an automobile or the like, comprising a, throttle valve in the passageway, means responsive to changes in load that result from variations in atmospheric resistance, for moving the valve to control the rate of fuel supply, and a device responsive to engine speeds above a predetermined rate, for operating the said valve, independently or load changes.

6. A governor for controlling the rate of motive fuel supply through an intake passageway to .the engine of an automobile or the like, comprising a throttle valve in the passageway, a weight shiftable under gravitational force, through changes in road grade, and a device responsive to engine speeds above a predetermined rate; for varying the effectiveness of said weight, the said device comprising a centrifugal governor having lost-motion connection with the weight. I

'7. A governor for-controlling the rate of motive fuel supply through an intake passageway to the engine of an automobile or the like, comprising a throttle valve in the passageway, a weight shiftable under gravitational force, through changes in road grade, and a device responsive toengine speeds above a predetermined rate, for varying the effectiveness of said weight, the said device comprising a solenoid which is adapted to be energized upon attainment of a predetermined engine speed.

8. A governor for controlling the rate of motive fuel supply through an intake passageway to the engine of an automobile or the like, comprising a throttle valve in the passageway, a weight mounted for oscillation under gravitational force, through changes in road grade, 5 device for transmitting motion from the weight to the valve, and means for automatically shifting the point of engagement between said device and the weight, in directions radial to the axis of oscillatlon, during oscillatory movements of the weight.

9. A governor for controlling the rate of motive fuel supply through an intake passageway to the engine of an automobile or the like. comprising a throttle valve mounted tor oscillatory movements in the passageway, a weight shirtable under gravitational force, through changes in road grade, a device for transmitting motion from the weight to the valve, and means for automatically shifting the point of engagement between said device and the valve, in directions radial to the axis of oscillation, during oscillatory movements of the valve by the weight.

10. A governor for controlling therate of motive fuel supply through an intake pasageway to the engine of an automobile or the like, comprising a throttle valve mounted for oscillatory movements in the passageway, a weight mounted for oscillation under gravitational force, through changes in road grade, a device for transmittin motion from the weight to the valve, and means for automatically shifting the points oi. engagement by said device with the weight and the valve, in directions radial to the oscillatory axes of the weight and the valve, during oscillatory movements or the weight.

- GEORGE E. HOWARD. 

